Rail joint



J. VV. CLARK.

RAIL JOINT APPLICATION msn Aus.25, 192g.

Patented Nov. 7, 1922 I 3 SHEETS-SHEET l.

J aV/ 1. w. CLARKIv RAIL J0|NT.

APPUcAUoN man Auazs. 1922. y 12434,@82 Patented Nov. Z9

J asnmsksnsz l 0 o da J9 iw f5 .f2 7 J5 v 0'/ .f6 i l mmm 2 597i 5;? i259 2 di" Patented Nov. 7, 1922 Unirse STATES JOHN W. CLARK, OF PROVIDENCE, RHODE ISLAND.

RAIL JOINT.

Application filed August 25, 1922. Serial No. 584,308.

To all whom t may concern Be it known that I, JOHN W. CLARK, a citizen of the United States, residing at Providence, in the county of Providence and State of Rhode Island, have invented certain new and useful Improvements in Rail Joints, of which the following is a specification.

This invention relates to an improved form of rail joint and constitutes an iinpiovement upon the structure shown and described in my copending application, Serial No. 536,749 iiled February 15, 1922.

One object of the invention is to provide a joint wherein the meeting ends of the rails are supported by a seat having inclined ends which engage inclined faces upon depending lugs carried by the fish plates, the inclination of the seat ends and faces of the lugs being such that the faces of the lugs contact with the inclined ends of the seat throughout substantially the entire area of the seat ends, the lugs being forced into gripping Contact with the seat ends by screws or other suitable fastening means whereby the strain or pressure upon the seat is communicated directly to the lugs and protects the screws or other fastening means from undue strain.

In the structure shown, described and claimed in my copending application above referred to, I have made use of a rail joint structure which comprises lish plates for attachment to opposite sides of the rail ends, each of which is provided with a depending lug` having an inclined inner face, the inclined inner faces of said lugs being oppositely positioned; a seat having inclined ends positioned between the depending lugs, the angle of inclination of the seat ends be ing somewhat less than the angle of inclination of the faces of the lugs whereby the lugs normally co-ntact with and exert pressure upon the seat below the central portion of the seat; a truss member underlying the seat to assist in supporting the same; and screws threaded into opposite ends of the seat and extending through the depending lugs to draw the depending lugs into gripping engagement with the inclined ends of the seat.

I have found that while the above structure is admirably adapted for use under certain conditions, the truss member may be dispensed with under certain conditions of use and where the truss member is not employed in the combination materially increased efficiency may be obtained, by giving the ends of the seat and the inner faces of the lugs substantially the same inclination from the vertical whereby when the faces of the lugs are forced into contact with the seat ends they will bear thereagainst throughout a. substantial portion of the seat ends, which bearing portion may be located mainly adjacent to the upper portion of the seat or at least above the center of gravity of the seat, thus effecting a relatively broad bearing for the seat ends upon the inclined faces of the lugs and communicating the strain or pressure exerted upon the seat directly upon the depending lugs to protect the screws or other tensioning means from injury and direct the strain upon the parts best adapted to support the same. At the same time the inclination of the faces and seat ends will tend to constantly urge the seat upwardly into contact with the rail ends under the influence of the tension exerted by the screws or other fastening means employed.

Referring to the drawings Fig. l is a side elevational view of the improved rail joint.

Fig. 2 is a transverse vertical sectional view, taken along the line 2 2 of Fig. l.

Fig. 3 is a view similar to Fig. 2 showing a slightly modified structure,

Fig. 4 is a view similar to Fig. 2, showing a further modification,

Fig. 5 is a detail sectional view taken along the line 5-5 of Fig.

Fig. 6 is a side elevational view showing one form in which my invention may be applied to street car rails, and

Fig. 7 is a sectional view taken along the line 6-6 of Fig. 7.

In the embodiment of the invention yillustrated in Figs. l and 2, 1 and 2 designate respectively' adjacent rails the abutting ends of which are indicated by the numerals 3 and 4 respectively. The cross-tie supporting the ends of the rail l adjacent to the joint is numbered 5, while the correspondingly positioned cross-tie for supporting the rail 2 is indicated by the reference character 7, the fastening means for securing the rails to their respective cross-ties being numbered 6 and 8 respectively.

Fish plates 9 and 10, of symmetrical form `are positioned upon opposite sides of the meeting ends of the rails 1 and 2 and secured to each other through the web portions 11 of the rails by means of a )lurality of bolts 12. Except `for the depending lug, each fish plate may be of uniform kor substantially uniform cross-sectional configura; tion throughout its length, corresponding to the section thereof shown in Figs. 2, 3 and 4, thus permitting the fish plates to be formed by rolling between suitably formed rolls after a manner well known in the art, or by pressing, or other suitable means. lf found desirable under certain vconditions of use the sh plates may each be provided with a cen tral thickened portion extending inwardly towards the rail web from the inain body portion ofthe fish plate and located adjacent to the meeting point of the rail. ends to enable the fish plates to more firmly grip the rail ends as the bolts 12 are tightened. Each of the fish plates is formed to provide throughout its length the usual bearing head 14 and the usual inclined foot flange 15 for suitably engaging the head and base fiange respectivelyY of each rail. A depending lug 16 is formed upon each of vthe fish plates centrally thereof and is provided with an inwardly inclined face 17 for contact with one of the inclined ends 18 of a seat 19 positioned beneath the meeting ends of the rails. The angle of inclination of the faces 1T of the depending lugs asshown in Fig. 2 is substantially the saine as the angle of inclination of each end 18 of the seat 19 whereby the inclined faces of the depend ing lugs may contact with the seat ends throughout a substantial portion of the same when the depending lugs are held. in engagement with the seat ends by means which will be more fully described hereinafter. Each of the oppositely positioned depending lug 16 is provided with a round or oblong opening 20 for the reception of a screw 21 which is threaded into a suitable opening formed in the endof the seat 19.

The lower end portion `of each of the depending lugs 16 is preferably thickened somewhat as indicated at 22 and the outer face thereof is inclined inwardly both above and below the oblong opening 20 to form seating surfaces 28 and 24 respectively for the upper and lower edges 25 and 26 of a washer 27. The inclined outer face of each lug 4as shown in Eig. 2 Aof 'the drawings permits the central portion of the washer to be sprung inwardly slightly as the head 28 of each screw 21 bears thereagainst when the screws 21 are tightened, and resiliently forces the lcorresponding "lug into contact with the adjacent end of the seat, the inclined inner faces of the lugs simultaneously acting upon the inclined ends vof the seat to urge the seat upwardly Fand into contact with the rail ends.

Thus it will be seen that while the oblong opening 20 in each lug permits the seatlto be slightly' depressed as greater pressure 1s ein erted upon the rail ends in consequence of the passage of a train thereover, the strain incident thereto is communicated from the seat directly to the depending lugs by reason of the large surface of contact between the seat ends and the inclined faces of the lugs, and immediately upon the release of such pressure the seat is again forced upwardly int-o -contact with the rail ends by reason of the inclined faces of the lugs pressing against the inclined seat ends and this action is increased by the tension under which the washers are placed as the screws 2l are tightened.

In the form of the invention shown in Fig. 3 of the drawings the fish plates 9 and 10 are formed as previously described and secured to the rails by bolts 12 passing through the web portions 11 ofthe rail ends, each fish lplate being provided with a depending lug 16 having an inclined inner face 30 for contact with one of the inclined ends 31 of the scat 32. ln this form of the invention the angle of inclination of the seat end is slightly greater than the angle of inclination of the corresponding inner face of the depending lug for a purpose which will be more fullyv described hereinafter. .Each lug is provided with an oblong opening for the reception of a bolt 34- which passes beneath the seat and lies partially within a a recess 35 extending across the lower face of the seat.

The bolt 34 has a head 36 which bears aga-inst a washer 37 located outwardly of one of the depending lugs, while a nut 3S threaded upon the opposite end of the bolt bears against a similar washer 37 located outwardly of the other depending lug. Each of the depending lugs is provided upon its outer face with an inwardly inclined surface 39 adjacent to the upper edge of the washer 37 and a secon-d inclined surface 40 located 'adjacent the lower edge of the washer, the angle of inclination of lthe surface 40 from the vertical being` somewhat greater than the angle 'of inclination of thil surface 39. Each of the 'washers 3T may he provided with a curved shoulder Ll-l for contact with the inclined surface 40 to increase the upwardly creeping action of the washers when pressure is exerted thereon by tiehte ening the nut 38 on the bolt 34,

In this form of the invention the slight difference between the inclination of the ends ofthe seat and the corresponding inclined faces of the lugs is preferably only suliicient to permit the depending lugs to spring inwardly slightly as the ends of the seat wear and as greater tension is placed on the lugsfby tightening the nut 38 so that the inner inclined faces of the 4depending Il O lugs shortly contact with substantially the entire surfaces et the inclined ends ot the seat. The use of the bolts 34; as a substitute tor the screws 2l, previously describen is in itseli an optional construction which has the advantage oi'' being ot somewhat simpler' construction and more readily assembled. The diierence in the inclination of the seat ends and the vfaces of the lugs is more readily adapted for use in connection with the bolt for connecting the depending lugs than with the screws shown in Fig. 2 by reason of the fact that the bolt oi necessity occupies a lower position relative to the However, the variation in the angle of the seat end and lug may be utilized in connection with the fastening or tensioningl screws shown in Fig. :2, particularly where the screws are located a substantial distance below the upper surface ot the seat.

In the form of the invention shown in Fie. 4c of the drawings the fish i'ilates 9 and 10 are formed as described in connection with the preceding {igures and are secured to the rail by bolts l2 passing through the web portions ll of the rail ends`r each lish plate being provided with a depending lug 1.6 having an inclined face 48 ttor contact with one of the inclined ends 41 ot the seat 4t2.

In this form ot the invention as in that shown in Fig. 3 the angle ot inclination ot each end il of the seat is shown as being slightly greater than the angle ot inclination of its corresponding depending lug. Each depending lug` is provided with an oblong opening t3 for the reception of a screw la which is threaded into a suitable opening` formed in one end of the .seat 42, while al head 45 carried. by each screw is adapted to bear against the outer surface ot :i washer 46 in order to force the lugs into gripping engagement: with the .seat upon 'tightening the screws. Each washer 48 is provided with an inturned extension 47 mflapted to bear against the lower Vtace ol the sat when the head 45 of the corresponding. screw presses against the outer `tace oi' the washer and. thus assist the torce exerted b v the iuclined races oit the lugs bes against the inclined ends of the seat in the seat upwardly into contact with the rail ends. ln

-this form ot the invention the screws te are preferably secured slightly lower in the seat 42 than in the 'torni shown in Fig. tor the reason that as there is a sligiit divergence between the lower portions of the seat eolie` and the lower portions of the inclined 'Faces ot the corresponding lugs which is to be taken up by the tightening ot the screws and the wear resulting upon the parts. it is advisable to secure a slightly greater leverage upon the depending lugs to force the same into contact with the seat ends throughout a substantial portion ofthe area et the seat ende.

TWhile Figs. and 4 show a 'form of structure in which the angle ot inclination oi the seat ends is somewhat greater than the angle ot inclination of the corresponding faces ot the depending lugs, the lugs are forced into contact with a subi" tial portion of' the inclined ends ol the seat when the fastening or tensioning devices employed are properly tensioned, and the surface ot contact between the inclined ends ot the seat and the inclined faces oit the lugs constantly increases the parts become worn and :turther tensioning ot the fastening devices becomes necessary. i

ln 6 and 7 is shown one torrn ot my invention in which the sameniay be applied to existing structures such as street railway rails to atiord a resilient support tor the meeting ends of the rails. ln the abovenanied figures 50 and 51 are adjacent rails having abutting ends 52 and 53 respectively, the said rails being supported adjacent to their meeting ends by cross-ties 54 and 55, while` as in the structures previously shown, the meeting ends of the rails are connected Aby idsh plates or rail splices 56 and 57 positioned upon opposite sides thereof and connected together' by bolts 58 passing through the web portions 59 oi2 the rails. The fish plates or splices 56 and 57, as shown, are oit the torni commonly employed for connecting rails ot this type, and, while I propose to apply my vimproved joint to rails ot this character by forming the depending lugs integral with the fish plates or splices. after the manner shown 'in connection with the common type 'ot railway rails, I alsocon'- template applying the same, particularly in connection with rail structures already in use, by securing` supplemental plates 60 and 6l. to the outer :faces oit the lish plates or splices 56 and 51 the 'plates 60 and 6l. being each provided with inwardly extending depending lugs 62 and 63 respectively tor sui'iporting al seat beneath the meeting ends of the rails. By applying the invention to existing struc-- tures after the manner described, it will be unnecessary to remove the iish plates or splices now in use, and necessary only to remove the bolts 58 located adjacent. the meeting ends o'tthe rails anch after placing the plates 6()` and 61 in position against the outer faces ot the fish plates pass the bolts again through the registering openings in the fish iijlatesirail web, and plates 60 and @L whereupon the plates 60 and 6l may be tirinly and rigidly secured to the sh plates and form therewith what is in etlect an 'integral structure.

Each of the depending lug portions G2 and 63 isprovided with aninclined inner tace 65r for contact with one of the inclined ends 66 of a seat 67 positioned between the depending lugs. The angle of inclination of the seat ends from the vertical may be somewhat greater than the angle of inclination of the inner faces of the depending lugs as shown in the drawings, and a bolt 68 is passed through openings G9 in the opposite lugs, the openings 69 being so formed as to perniit slight vertical movement of the bolt 68 relative to the depending lugs, as in Figs. 2 4 previously described.

The seat 67 is provided with a recess 70 formed in the base thereof for the reception of the bolt 68, after the manner shown in Figs. 3 and 5 of the drawings.

rlhe bolt G8 has a head 7l which bears against a washer 7 2 located outwardly of one of the depending lugs, while a nut 7 3 threaded upon the opposite end of the bolt bears against a siinilar washer 72 located outwardly of the other depending lug. Each of the depending` lugs is provided upon its outer face with an inwardly inclined surface 75 adjacent to the upper edge of the washer 72, and a second inclined surface 7 6 located adjacent the lower edge of the washer, the angle of inclination of the surface 76 from the vertical vbeing somewhat greater than the angle of inclination of the surface 75.

.Each of the washers 72 may be provided with a curved shoulder 77 for contact with the inclined surface 76 t-o increase the upwardly creeping action of the washers when pressure is exerted thereon by tightening the nut 7 3 on the bolt 68.

In this forin of the invention, as in that shown in Fig. 3 of the drawings, the slight difference between the inclination of the ends of the seat and the corresponding inclined faces of the lugs is preferably7 only sufficient to permit the depending lugs to spring inwardly slightly as the ends of the seat wear and as greater tension is placed on the lugs by tightening the nut 7 3 so that the inner inclined faces of the depending lugs shortly contact with a substantial portion of the inclined ends of the seat.

lWhile I propose to apply my invention to street railway rails by forming the depend ing lugs integral with the fish plates ern-- ployedfor connecting the meeting ends of the rails, I have shown in Figs. 6 and 7 one form in which the saine may be readily ap plied to existing structures or with the type of fish plates or splices already in use without the necessity of any modification in the form and arrangement of the parts as now employed, thus greatly reducing the initial cost of installation without sacrificing any of the advantages obtained.

In the usual and ordinary form of rail joint now in use the passage of heavy loads causes great strain to be exerted upon the fish plates and the bolts connecting the saine through the web of the rail, and continued use under traffic conditions results in the head of each rail end being forced against the head flange of the fish plate at the point indicated by A in Fig. 2 until a depression is frequently fornied in the head flange of the fish plate or the lower face of the raii head beccines worn which increases the vibration of the rail end and continued use sonietirnes results in the breaking of the rail, the bending of the fish plates and the placing` of undue strain on the connecting bolts, causing what is coinrnonly known as low joints.

in each forni of the invention as above described the difficulties mentioned are overconc-.e to a considerable degree since the strain ordinarily exerted upon the flange head is iargely communicated through the web of the rail frein the base of therail to the seat and thus to the depending lugs of the fish plates, this being effected through the comparatively large area of contact between tie inclined ends of the seat and the inclined faces of the depending lugs. Moreever the pressure exerted upon the seat tends to relieve the longitudinal strain upon the bolts connecting the fish plates through the web of the rail and thus effect an equalization of the strain upon the various parts of the structure.

lt will be noted that the seat shown in the various forins of the invention herein disclosed is movable vertically by reason of the oblong openings in the depending lugs whereby ineans is provided for taking up the wear occasioned by continued use and support constantly presented to the rail ends as they vibrate under the influence of loads passing thereover, thus forming in effect a resilient support for the rail ends.

The openings fornied in the depending lugs through which the screws or other fastening inea-.ns pass, while preferably oblong as best adapted to permit vertical inove- .ent of the fastening devices inay be round or of any other desired shape so longas they permit free movement of the fastening devices vertically to a sufficient extent to perinit the proper tightening of the fastening devices and the necessary vertical movement of the saine to allow the seat to move upwardly into cont-act with the rail ends under the pressure exerted by the inclined faces of the lugs on the inclined ends of the seat.

While in Figs. 4 and 7 the angle of inclination of the seat ends is shown as somewhat greater than the angle of inclination of the inclined faces of the lugs, it is to be understood that these figures show the position of the parts before the lugs have been fully tensioned, and, in consequence thereof, a somewhat larger bearing surface will be had between the inclined faces of the depending lugs and the inclined ends of the seat when the parts are under the required tension than is illustrated in the above mentioned figures, thus obtaining in these ,forms of the invention a substantial bearing sur face between said seat ends and the inclined ends of the lugs.

While I have shown and described in considerable detail certain precise forms of my invention, it will be evident from the foregoing description that various changes may be made in the proportions of the elements and arrangement of the parts such as will occur to one skilled in the art in adapting the same for varying conditions of use, and it is not my intention to be limited to the I precise proportions of the elements as shown nor their exact form and arrangement eX- cept as the same may be defined by the appended claims when properly construed in the light of my invention.

I,What I claim is l. In a rail joint structure, the combination with adjacent rails, of a vertically mov* able seat provided with inclined ends, fish plates positioned upon opposite l sides of said rails, lugs depending from said fish plates and having inclined faces contacting with the inclined ends of said seat, the angle of inclination of each seat end being substantially the same as the angle of inclination of the contacting face of the corresponding lug whereby each seat end will have a comparatively large surface of contact with the inclined surface of the contacting lug when the lugs are held in gripping engagement with the seat ends, and means for holding the depending lugs into contact with said seat ends while permitting slight vertical movement of said seat relativeto said depending lugs.

2. In a rail joint structure, the combination with adjacent rails, of a vertically movable seat located beneath the meeting ends of said rails and provided with inclined ends, fish plates positioned upon opposite sides of said rails, lugs depending from said fish plates and having inclined faces contacting with the inclined ends of said seat above the center of gravity thereof, and means for forcing the lugs into gripping engagement with said seat to normally hold the seat in contact with the rail ends.

3. In a rail joint comprising a pair of abutting rail ends, fish plates positioned upon opposite sidesof said rails, lugs depending from said fish plates and having in wardly inclined faces, a seat located beneath the meeting ends of said rails and having inclined ends contacting with the inclined faces of said lugs, washers seated against the outer faces of said depending lugs and contacting with inclined seating surfaces upon the outer faces of lugs whereby upward movement of said seat into contact with said rail ends is promoted, and holding means for exerting pressure upon said washers to force the depending lugs into gripping engagen nient with the inclined` ends of said seat and through the cooperative action of said wasliers and lugs urge the seat upwardly into contact with said rail ends.

4l. In a rail joint comprising a pair of abutting rail ends, fish plates secured to opposite sides of said rails, a lug extending downwardly from each fish plate, a vertically movable seat located beneath the meeting ends of said rails and having its end portions contacting with the inner faces of said lugs throughout a substantial portion of the area of said seat ends, and means for forcing said lugs into gripping engagement with said seat ends while permitting slight vertical movement of said seat relative to said lugs.

5. In a rail joint comprising a pair of abutting rail ends, fish plates secured to opposite sides of said rails, lugs extending downwardly from said fish plates and provided with incliiied inner faces, a resiliently mounted seat located beneath the meeting ends of said rails and having its end portions contacting with the inner inclined faces of said lugs above the center of gravity of said seat, and means for forcing said lugs into gripping engagement with said seat ends while permitting slight vertical movement of said seat relative to said lugs.

6. In a rail joint comprising a pair of abutting rail ends, plates secured to opposite sides of said rails and provided with integral depending lugs having inclined inner faces, a seat located beneath the meeting ends of said rails and having inclined end portions contacting with the inner inclined faces of said lugs above the center of gravity of said seat, and means for holding said lugs in gripping engagement with said seat ends while permitting slight vertical movement of said seat relative to said lugs.

7. In a rail joint structure, the combination with adjacent rail ends, of a vertically movable seat located beneath the meeting ends of said rails and provided with inclined ends, a pair of fish plates secured to opposite sides of said rails, supplemental plates contacting with said fish plates and firmly secured thereto, lugs depending from said supplemental plates and provided with inclined inner faces, and means for drawing said depending lugs into gripping engagement with said seat ends while permitting slight vertical movement of said seat relative to said lugs.

' In testimony whereof I have aiiixed my signature.

.IUI-IN W. CLARK. 

